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  • Ingeniator's Avatar
    Today, 07:36 AM
    Ingeniator replied to a thread N52: hill assist in N55 and N52
    Good info. Thanks
    10 replies | 136 view(s)
  • TheAxiom's Avatar
    Today, 03:35 AM
    E90 330i's use MSV70 ECUs.
    3 replies | 32 view(s)
  • spxxx's Avatar
    Today, 01:05 AM
    Yeah, my plan was to tap a throttle body spacer (or even my intake mani) for a meth nozzle (Cm7 maybe) and then run a smaller nozzle in my CP meth bung for IAT correctness & extra flow... What 2 sizes would you guys suggest if I went this route? With ~450whp on stock turbos.
    61 replies | 2364 view(s)
  • thakid22's Avatar
    Today, 01:01 AM
    thakid22 replied to a thread N52: hill assist in N55 and N52
    You can disable hill assist. To disable Hill Holding/assist you need to code the DSC module. Change the following to aktiv AFH_DOA nicht_aktiv You may not like Comfort Stop (the release of the rear brakes right before completion of a stop) either, and it too can be disabled in the DSC module. Code SST to Night_aktiv The original poster is correct, the combination of Comfort stop and Hill Assist can give early E90s a sticky, jerky, electronic feel during stop and go traffic at low speeds. The features seem to be refined a bit in later E90s.
    10 replies | 136 view(s)
  • AdminTeam's Avatar
    Today, 12:47 AM
    Hey seaheifer: :text-welcomewave:
    0 replies | 54 view(s)
  • spxxx's Avatar
    Today, 12:34 AM
    spxxx replied to a thread Track Day Setup and Discussion in N54
    I plan on attending a track day early next month.. My setup: Koni yellow Dinan Springs Dinan sway bars Redstuff pads Mfactory LSD Cooling: Dinan FMIC Dinan Oil Cooler I want an aux radiator but feel like the PPK size one won't do shit for coolant temps (looking at custom options) Also want to get a beefier oil cooler but want to test this setup first - prob build my own & resell the Dinan Tuning: Daily Driver - Custom MHD E60 + JB4 Track - MHD E30 + JB4 for the cooling mode option @ 14psi or so w/ linear throttle mapping and timing maxing around 12 degrees to keep things safe. Are there other options for aux radiators for the N54?
    17 replies | 329 view(s)
  • Sticky's Avatar
    Today, 12:22 AM
    It is puzzling that BMW is so aware of its history yet at the same time chooses to ignore its production aspects. The 1972 BMW 3.0CSL was a homologation special. It stands for Coupe Sport Lightweight (and now you know why the E46 M3 CSL badge was important). It was meant to go racing and go racing it did. Yet BMW sold it to the public. The car won the European Touring Car Championship in 1973. It would take second place in 1973 at the Nurburgring Touring Car race. From 1975 until 1979 it was undefeated winning the European Touring Car Championship each season. The 'Batmobile' as it is widely known dominated racing and built a legendary reputation. That is why BMW is honoring it much like they did the M1 with the M1 Hommage concept. Unfortunately, while BMW remembers its racing history it does not produce anything like an M1 or E9 CSL today. If you even mention the i8 or M6 as spiritual successors you do not understand the Motorsport emphasis of the originals. They made their name and were built for the race track. Do not get too excited about this modern take on the 3.0 CSL as it will never see production. The car makes extensive use of CFRP and carbon fiber to keep weight low. There are no details on the drivetrain as it is primarily a design and lightweight technology showpiece. As the name implies, a 3.0 liter inline-6 has to be under the hood. What that inline-6 could be is anything but an S55 motor would not be a bad choice for a modern interpretation. It's too bad BMW does not actually produce anything like this. Go ahead and look at the pictures and dream about them putting the car into production. BMW 3.0 CSL Hommage. Racing flair with a touch of class. Munich/Cernobbio. Amid the audacious design studies and automotive beauties from a bygone era gathered at the Concorso d'Eleganza Villa d'Este, the BMW Group presents its new BMW 3.0 CSL Hommage – and in the process makes a pretty formidable statement of its own. This model is the BMW Design Team's tribute to the 3.0 CSL, a timeless classic and iconic BMW Coupé from the 1970s. "Our Hommage cars not only demonstrate how proud we are of our heritage, but also how important the past can be in determining our future," says Adrian van Hooydonk, Senior Vice President BMW Group Design. "The BMW 3.0 CSL Hommage represents a nod to the engineering achievement exemplified by the BMW 3.0 CSL in its lightweight design and performance. With intelligent lightweight construction and modern materials, the 3.0 CSL Hommage brings the character of that earlier model into the 21st century, showing it in a new and exciting guise," he says, summarising the approach the design team took with the BMW 3.0 CSL Hommage. Lightweight design past and present. "CSL" stands for "Coupé Sport Leichtbau" (coupé, sport, lightweight). With its aluminium bonnet, boot and wings, Plexiglas windows and equipment rigorously pared down to the bare essentials, the old BMW 3.0 CSL tipped the scales around 200 kg lighter than its sibling model, the BMW 3.0 CS. Unsurprisingly, then, it was predestined for a career on the race track. Whereas the material of choice in the 1970s was aluminium, today carbon fibre – or carbon-fibre- reinforced plastic (CFRP) – offers the optimum weight-to-strength ratio. These high-strength fibres are even lighter and stronger than aluminium. And the BMW 3.0 CSL Hommage makes generous use of the high-tech composite, reinterpreting the concept of lightweight design for the modern age. Wherever CFRP is used, it is also visible – rendering the lightweight design principle tangible both inside and out. The BMW Group is a world leader in the production and application of CFRP in automotive design and can already boast many years of experience in series production of CFRP structural parts for the BMW M and, in particular, the BMW i. The exterior: power and elegance. Karim Habib, Head of BMW Design, explains the thinking behind the design of the BMW 3.0 CSL Hommage: "For BMW designers like us, the BMW 3.0 CSL is a style icon. Its combination of racing genes and elegance generates an engaging aesthetic that continues to win hearts even today. The BMW 3.0 CSL Hommage celebrates many of those characteristic features, but without copying them. Indeed, some of the parallels are not immediately obvious. We wanted people to sense the family resemblance rather than see it straight off." The BMW 3.0 CSL Hommage is a vision of pure athleticism: the elongated body is set off by distinctive air deflectors, powerful wheel arches and prominent spoilers to the roof and tail. Despite its size, the aerodynamic elements are key in enabling air to flow optimally along the sides of the vehicle. The front air deflector serves to vent the engine compartment, while wings over the rear wheels ensure optimum airflow around the vehicle. Small rear-view cameras serve to further reduce aerodynamic drag. The large rear spoiler increases downforce on the driven rear axle and in so doing improves power transmission. The Air Curtain and Air Breather systems guarantee optimum ventilation of the wheel housings. And the sheer self-confidence and sporting prowess of the BMW 3.0 CSL Hommage are perfectly summed up in the original colour of its spiritual predecessor – Golf Yellow. The front end – muscular athleticism. Boasting one of the broadest and lowest front ends of any vehicle in the BMW Group, the BMW 3.0 CSL Hommage's front exudes pure power and athleticism. At the centre, the characteristic BMW kidney grille stands tall in citation of the more upright styling of the kidney grille of yesteryear. The size and spatial depth of the kidney grille symbolise the output of the powerful six-cylinder in-line engine with eBoost. At the same time, the finely wrought geometry of frame and kidney struts lends the front end an air of quality and exclusivity. The characteristic four-eyed face gives a contemporary, hexagonal interpretation of front-end sportiness. Laser light and LED technology facilitate slender, state-of- the-art lighting graphics, and the flat contours of the headlamps generate that characteristically focused BMW look. A stylised "X" inside the lights divides the lighting functions and conjures up memories of the X-shaped headlamp stickers once used in long-distance racing. Horizontal LED strips create a visual bond between headlamps and kidney grille while at the same time emphasising the broad, flat impact of the front end. A large carbon-fibre front splitter reduces the gap between road and front end and, in combination with the kidney grille, offers a modern interpretation of the earlier car's highly distinctive shark nose. Two circular openings and a series of elongated slots pay tribute to other elements featured in the earlier car, but offer a new interpretation for the 21st century. The sides – contrapuntal elegance. The vehicle sides are in elegant counterpoint to the marked athleticism of front and rear. The long wheelbase and elongated bonnet appear to stretch the Hommage's silhouette. A continuous, horizontal line encircles the vehicle by way of paying tribute to a distinctive stylistic feature of the earlier BMW 3.0 CSL: its all-round chrome trim. In combination with the black highlight beneath, the continuous line intensifies the flat, elongated appearance of the sides. A particular detail of the BMW 3.0 CSL Hommage is the roofline. Consciously subdivided into three, the line recalls the distinctive upper section of the BMW 3.0 CS – one of the first coupés to feature a roof that did not flow into the tail. Compared with the ubiquitous fastback coupés of the day, this was both an innovation and a design statement, a feature that exuded athleticism and elegance in equal measure. In keeping with the BMW 3.0 CSL, the Hommage features a BMW logo on each of the C-pillars. The all-round shoulderline is also the starting point for the subtle, finely sculpted surfaces of the sides. It follows the development of the shadowy areas behind the front wheel all the way to the lit surfaces above the rear wheels. This interplay between light and shade lends movement and dynamic intensity to the generous surfaces of the vehicle's sides. Dark CFRP areas narrow the gap between the sides and the road, again paying tribute to the consistent lightweight design of the BMW 3.0 CSL. In combination with the black graphic accents, the dark lightweight elements reduce the perceived height of the vehicle and further emphasise its flat silhouette. The black 21" alloy wheels in matt and high-gloss bi-colour versions offer an additional unique highlight. Air control blades in the interstices of the wheel rims, meanwhile, serve to further optimise aerodynamics. The rear end – a muscular presence. As with the front end, the vehicle's tail is broad and muscular in design. Generous surfaces generate presence, horizontal elements emphasise width. A particular highlight is the styling of the rear lights: an LED strip above the spoiler links the two lights, thus giving the rear end a formal framework. The powerfully sculpted rear apron with CFRP diffusor creates a visual impression of the BMW 3.0 CSL's raw power. Even viewed from above, the BMW 3.0 CSL is extremely dynamic. From kidney grille to headlamps, the bonnet traces a broad "V" – a nostalgic throwback to a distinctive and dynamic element of earlier BMW coupés. The interior – purist elegance. Pared down to a minimum, the interior of the BMW 3.0 CSL Hommage puts its lightweight design on show and renders its racing character elegantly tangible. All interior elements are there out of absolute necessity, every part has a high- quality design, structural or drive-related function. In the all-CFRP interior, the only wood-like presence is the "instrument panel" – a cross-member and purely structural element. This is a clear reference to the interior of the earlier BMW 3.0 CSL, which featured an all-round wood trim throughout the interior. In the new version, only the small central eBoost charging display interrupts the wooden instrument panel. Infotainment is equally minimalist in concept: a central display on the steering column informs the driver of the current gear, speed, revs and shift point.  Racing genes and lightweight design with finesse. Other racing features include bucket seats with high-quality stitching, a six-point belt and red anodised safety features such as the outlet nozzles for the extinguishing foam, the fire extinguisher itself, and the two switches on the centre console for the emergency shut-off and fire extinguishing mechanism. The only elements in the rear of the vehicle are two helmets integrated into the transmission tunnel. These are held in place by a belt when not in use. In the place of a rear seat bench, there are only covers for the eBoost energy accumulators. Special reflector technology in combination with LED strips create an impressive 3D effect on the covers. In its use of cutting-edge materials and detailed solutions, the BMW 3.0 CSL Hommage displays technical sophistication and subtlety of form. Meticulously crafted aluminium sleeves add high-quality accents at the junctions between individual structural elements. The door design is as minimalist as it is expressive: precise, clean surfaces trace an arc rearwards, lending the door element a flowing, dynamic quality. The door openers combine a DTM-style pull strap with the elegant handle-integrated opener of the earlier BMW 3.0 CSL, resulting in the hybrid solution of a nylon pull strap located directly behind the grab handle in the door. As with the interior as a whole, this detail lends expression to the unique character of the BMW 3.0 CSL Hommage: a winning combination of lightweight design, athleticism and elegance.
    6 replies | 26 view(s)
  • fastgti69's Avatar
    Today, 12:16 AM
    Do it and make bank.
    135 replies | 3520 view(s)
  • Black Ops 10's Avatar
    Today, 12:08 AM
    Black Ops 10 replied to a thread For Sale: w220 S600 Part out in Buy/Sell - Parts
    Yes the whole thing. You can even buy the whole car if you want. $3000. It has a leaky head gasket. It runs and drives but I won't because I don't want to damage it. The front bumper, headlights, grill are gone.
    2 replies | 57 view(s)
  • Terry@BMS's Avatar
    Yesterday, 11:11 PM
    EWG is awesome. If I had more energy and time I'd design an affordable EWG based universal wastegate and matching controller & I'm sure it would become a hit. They don't need to draw more than a couple amps. Sooner or later Tial or one of these WG companies will come out with something. They just work too well not to.
    135 replies | 3520 view(s)
  • AdminTeam's Avatar
    Yesterday, 10:47 PM
    Hey RyansMsport335i: :text-welcomewave:
    0 replies | 51 view(s)
  • Ingeniator's Avatar
    Yesterday, 10:19 PM
    It would take a little more power to step up to 24v or 48v but the lower demand on the actuator motor may have been worth it. But it was a hypothetical I agree it is likely 12v for no other reason then the KISS principle.
    135 replies | 3520 view(s)
  • In33anity's Avatar
    Yesterday, 09:31 PM
    In33anity replied to a thread BMW S65 MT in a 33 Ford in S65
    Thanks Nafoo and Blackout, much appreciated!!! *** Stopped by the plater early this am to drop off a bag of suspension bolts. Here's a sneak peak of some polished aluminum. Pretty stoked with how the garage made pieces are came out: Motor Mount: Transmission Mount: Oil Block: --I
    144 replies | 7916 view(s)
  • AdminTeam's Avatar
    Yesterday, 09:23 PM
    Welcome to a real enthusiast forum ABR983.
    0 replies | 44 view(s)
  • ajm8127's Avatar
    Yesterday, 09:12 PM
    LOL, sometimes I just flows. Where are you going to get 24 volts? Sure you could use a boost regulator, but that adds inefficiency and cost. The only reason you would use more voltage is if you were trying to limit the current. 12 volts is convenient because the car's electrical system is 12 volts. 5 volts may be too little because to get the same response and holding power you are going to need more than twice as much current as at 12 volts. But this is all very general. Without the requirements, it would be tough to say for certain, but I would start with the assumption 12 volts is going to be used to drive the actuator.
    135 replies | 3520 view(s)
  • MikeB@FFTEC's Avatar
    Yesterday, 08:59 PM
    This GTR came in to have a set of brand new Toyo R888 tires installed before heading to the track. Final calibration underway on Oscar's RB25 240Z. We'll be seeing this monster again soon for some more goodies! Stay tuned for more updates. Kiran's super clean Evo 8 came in for some upgrades including an AEM intake system, Synapse Synchronic Diverter Valve, Invidia downpipe and a custom ECU calibration. Bandit stopped by for a visit! Ron dropped off his 996 Turbo for some TLC. This car has some very nice modifications installed including AMS Billet Turbos, ETS Intercoolers, FIC injectors, FFTEC Exhaust manifolds and an FFTEC Custom Exhaust system. Take a peek at this! Our Mustang EcoBoost with Borg Warner EFR turbo! Stay tuned for more updates on this exciting project. The Custom fuel system we've developed is complete on Boris' 996 GT2 and it's on the dyno for a custom ECU calibration! Michael's RB25 240Z is back for some more upgrades including a custom ignition system and exhaust modifications. Have a safe and happy holiday weekend everyone!
    106 replies | 3392 view(s)
  • G0TB00ST?'s Avatar
    Yesterday, 08:29 PM
    G0TB00ST? replied to a thread N52: hill assist in N55 and N52
    Ok... Feel free to move for your next thread to troll
    10 replies | 136 view(s)
  • Sticky's Avatar
    Yesterday, 07:56 PM
    1993 replies | 166940 view(s)
  • AdminTeam's Avatar
    Yesterday, 07:50 PM
    Welcome nneklingnalbe, take a look around, I think you will like what you see.
    0 replies | 26 view(s)
  • Ingeniator's Avatar
    Yesterday, 07:27 PM
    Well that triggered a book. lol. I also agree with pretty much everything you wrote. 4-20 is used as the sensor/control loop and some other driver is used to make the process variable change. I did learn some things about the can bus I was unaware of some of the benefits. It would be interesting to see what voltage the wastegates use. I could see a case for 24V just as much as 12v. Thanks.
    135 replies | 3520 view(s)
  • ajm8127's Avatar
    Yesterday, 07:12 PM
    PWM is still current control. You just modulate the voltage to control the average current. In a motor or actuator this gives you control over the torque or force. You see PWM control in lots of places where you need higher current. The 4-20ma control would still need a high current driver at the load. You can't move much with only 20ma. Using an H bridge it is possible to drive hundreds of amps through a load using logic level PWM signals created by a micro controller. Almost every brushed DC motor with proportional control uses PWM. All brush less motors do, including golf carts, Priuses, forklifts, etc. I would be willing to bet that at the end of the 4-20ma control cable is a high current driver using PWM if anything moves such as in the case of a variable speed motor, unless we are talking about sensor feedback to the control system. The 4-20 ma is only a signal. You could replace 4-20 ma control with a CAN bus, for instance, but you could never replace PWM with a CAN bus or 4-20 ma control. One reason 4-20 ma might be popular in industrial automation is if you put current into a wire, you get the same current out. This is Kirchhoff's current law (KCL). So if you have a 1000 yard control cable run, you might drop 50 volts (an exaggeration, especially at such low currents), but you are guarantied to get the same current out as you put in. Same is true for a 100 yard run, so there is no calibration required. 4 ma is 4ma, no matter what. If you put 4 volts into a 100 yard cable, the voltage you get on the other side is going to be different than a 1000 yard cable assuming the same resistance is on the other end. A steady current flowing through a wire is unaffected by the wire's intrinsic inductance and capacitance. You can only run a CAN bus so far. This distance is dependent on frequency and this is due to the inductive and capacitive properties of copper wire. 4-20 ma either works or it is disconnected/shorted. With CAN you need twisted pair, only can go so far, etc. I could run a 4-20 ma control circuit from New York to LA if I had enough voltage to overcome the resistive losses in the cable. If you try to do high current PWM control over any considerable distance you are going to suffer huge power losses due to the current and the resistance of the wire. (Ohm's Law) The solution is send a low current, low frequency (DC) control signal over the far distance, and at the load create the PWM for proportional control to drive a variable speed motor, heating element, actuator, etc. This isn't a problem in a vehicle because the distance is so much shorter. Also you would need a separate 4-20 ma control lines for each device. Your imagination is the limit concerning the number of devices you can control with a single twisted pair running CAN. Little off topic, sorry, but in your example above an electronic waste gate would almost certainly be PWM controlled at 12 volts in a car. I would vote for normally open in case something went wrong then your waste gate wouldn't end up fully closed.
    135 replies | 3520 view(s)
  • 3000gt MR's Avatar
    Yesterday, 06:53 PM
    Yum! one of me and my girlfriends favorites. I love Bulleit RYE and bourbon
    760 replies | 41622 view(s)
  • Sticky's Avatar
    Yesterday, 06:52 PM
    Sticky replied to a thread Stock manual m4 dyno in S55
    5th gear seems to be inflating it. Strong regardless.
    1 replies | 36 view(s)
  • Sticky's Avatar
    Yesterday, 06:51 PM
    760 replies | 41622 view(s)
  • 3000gt MR's Avatar
    Yesterday, 06:38 PM
    GO RANGERS!!!!
    26 replies | 771 view(s)
  • quattr0's Avatar
    Yesterday, 06:19 PM
    quattr0 started a thread Stock manual m4 dyno in S55
    5th gear run. I thought its a bit high. 4th gear was 42x whp Same Eurocharged location w the c63s dyno
    1 replies | 36 view(s)
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